Coupler-positioning device

ABSTRACT

A device for easily positioning a long shank railroad coupler by means of a worm gear and gear segment. The gear segment is rigidly attached to the bottom of the coupler shank in engagement with the worm gear which may be rotated from either side or both sides of the railroad car. Means are provided for automatically disengaging the worm gear from the gear segment after the coupler is positioned thereby allowing the coupler to operate freely during service conditions without damage to the worm gear or gear segment.

limited wins Inventor Howard 1. Dwyer, J r.

Glen Eilyn,l1ll.

Appl. No. 44,289

Filed June 8, 11970 Patented Dec. 141, 11971 Assignee Amsted industries incorporated Chicago, ill.

COUPLER-POSITIONING DEVHCE 7 Claims, 3 Drawing Figs.

10.8. C1 213/16, 213/19, 213/20 int. C11 E6111; 7/12 Field oiSear-eh 213/12, 16, 17, 19, 20, 21

[56] References Cited UNITED STATES PATENTS 900,996 10/1908 Gallagher 213/20 3,256,999 6/1966 Cope 213/21 Primary Examiner-Drayton E. Hoffman Art0rneys-Walter L. Schlegel, Jr. and Norvell E. Von Behren ABSTRACT: A device for easily positioning a long shank railroad coupler by means of a worm gear and gear segment. The gear segment is rigidly attached to the bottom of the coupler shank in engagement with the worm gear which may be rotated from either side or both sides of the railroad car. Means are provided for automatically disengaging the worm gear from the gear segment after the coupler is positioned thereby allowing the coupler to operate freely during service conditions without damage to the worm gear or gear segment.

l QOUPLER-POSITIONING DEVICE BACKGROUND OF THE INVENTION This invention relates generally to a railroad coupler and more particularly to a newand novel positioning device for the positioning by an operator, of the head of a long shank coupler. The coupler head may be positioned from either side or both sides of the railroad car.

The problem of aligning railroad couplers prior to coupling is well known in the art. As railroad cars become longer and longer, the coupler shanks of necessity also increase in length and weight with the older prior art type coupler shank lengths being in the neighborhood of 24 inches long. These couplers were aligned with some effort to permit coupling, by an operator manually forcing the coupler to the proper position, using a chain, pole or with hishan With the advent of the large shank coupler beforementioned, the shank lengths increased to the neighborhood of 89 inches with the coupler head weighing approximately 1000 pounds. in order to position such a heavy coupler head, the operator must exert a force of approximately 100 to 200 pounds and often is required to stand-between the railroad cars in order to apply this large force. As a result, a major safety hazard existed prior to the subject invention, it being not uncommon to have a death occur when the engineer inadvertently moved the train while the operator was attempting to position the heavy long shank coupler by standing between the cars.

Prior art coupler-positioning devices utilizing various methods for positioning the coupler from the side of the railroad car were generally unacceptable as being either too fragile or too complicated to do an acceptable job.

SUMMARY OF THE INVENTION In order to overcome the difficulties encountered in the prior art devices, the present invention comprises a worm gear segment which is rigidly attached to the bottom of the coupler shank in such a manner that it is in mating engagement during use with a mating worm gear that is rotatably mounted on the car body. The worm gear may be rotated from either or both sides of the car by the operator and is automatically disengaged from the gear segment, after the coupler is at the desired position, thereby assuring that the coupler will freely operate during service conditions without damaging the worm gear or gear segment.

Accordingly, it is an object of the invention to provide a new and novel coupler-positioning device which may be operated from either side or both sides of the railroad car and which is simple, rugged, and inexpensive to manufacture.

Another object of the invention is to provide a new and novel coupler-positioning device which is automatically disengaged when not in use but may be quickly engaged by the operator when desired.

Yet another object of the invention is to provide a new and novel coupler-positioning device which eliminates the dangerous practice of requiring operators to work between cars in order to correct coupler misalignments.

Still another object of the invention is to provide a new and novel coupler-positioning device which develops a high positioning force and a low speed by using a worm gear and mating gear segment operated from the side of the railroad car.

These and other objects and advantages will become apparent from a reading of the following description of the preferred embodiment and from a study of the attached drawmg.

BRIEF DESCRIPTION OF THE DRAWING FIG. 1 is a top plan view of a long shank railroad coupler which may be positioned by the subject invention;

FIG. 2 is a pictorial representation of the subject positioning device showing the device in mating engagement positioned for operation; and

2 showing the worm gear shaft in a disengaged and inoperative position.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawing in general andparticularly to FIG. ll, there is shown generally at [0 a long shank railroad coupler which comprises a coupler head 12 formed on the end of a long shank l4 and having a pinhole 16 extending through the shank for receiving a coupler pin 18. The shank length shown by the arrow 20 may be as long as 89 inches or more depending upon the specifications of the coupler manufacturer. A coupler I0 is carried on the underside of each end of the railroad car by means well known in the art and forming no part of the present invention.

Referring now to FIG. 2, there is shown the coupler-positioning device 22 of the invention in a pictorial representation and comprises a gear segment 24 which is rigidly attached, by welding or other known means to the bottom face 26 of the coupler shank 14. The gear segment 24 has its eenterline 28 aligned with the longitudinal centerline 30 of the bottom face 26 of the coupler shank and passes through the coupler pivot axis 19. The pivot axis 19 is also the center of the pitch circle of the gear segment 24.

In mating engagement with the gear segment 24 is a worm gear 32 rigidly fixed to a positioning shaft 34 which serves a means for rotating the worm gear and which extends to one side of the car body shown in dashed lines at 36. The shaft 34 has fixed'at the end thereof a first handle 38 which is used to rotate the worm gear 32 to position the coupler head 10. The shaft 34 is carried by a plurality of vertical plates 40, each plate having an elongated slot 42 of the configuration shown in FIG. 2. The surface 41 of the plates 40 is rigidly fastened to the underside of the car body 36 by means well known in the art such as by welding.

The positioning shaft 34 is positioned within the slots 42 and is carried by the bottom surface 44 of the slots being restrained from side motion by a plurality of thrust collars 46. The thrust collars 46 are rigidly fastened to the shaft 34 by well-known means and bear against the side surfaces 48 of the plates 40.

When it is desired to be able to operate the worm gear 32 from both sides of the railroad car, the positioning shaft would be extended to the other side of the car and would contain a second handle 50 fixed to the'other end of the shaft at $2. The extension of the shaft 34 would also be carried by the bottom surface 44 of a pair of elongated slots 42 formed in the vertical plates 40. r 1

Associated with the rotating means are means for disengaging the worm gear 32 from the gear segment 24 in the fonn of a disengaging shaft 54 extending to one side of the car body. The shaft 54 is rotatably mounted in a series of apertures 56 formed in the lower portion of the vertical plates 40. As sociated with the positioning shaft 34 and the disengaging shaft 54 are means for moving the positioning shaft 34 and the worm gear 32 within the elongated slots 42 to a position of disengagement. The moving means comprises an arm 58, rigidly fastened to the disengaging shaft and having an elongated slot 60 formed on the upper portion thereof through which the positioning shaft 34 passes.

Rigidly formed on the end of the disengaging shaft 54 is a third handle 62 comprising an arm 64 with a counterweight 66 formed on the end thereof. The arm 64 is rotatable through the angle shown as the numeral 68 in FIG. 2 to rotate the arm 58 through the same angle, shown as the numeral 70 in FIG. 3 and to subsequently engage or disengage the worm gear 32 and the gear segment 24.

Referring now to FIG. 3, there is shown a side view of the vertical plates 40 showing the positioning shaft 34 in its disengaged position after being movedalong the elongated slot 42 by the arm 58. The dashed circle tat-75 represents the location of the positioning shaft 34 during engagement wherever the coupler is in itsnominal engaged position while the dashed circle at 74 and 76 represent the location of the positioning shaft 34 during engagement whenever the coupler is in its extreme forward or aft position. When it is desired to be able to operate the device from both sides of the car, the disengaging shaft 54 would also extend to the other side of the car and would be carried by the pair of apertures 56 formed in the lower portion of the vertical plates 40. in such a case, the disengaging shaft 54 would also contain a fourth handle 78 comprising an arm 80 and a counterweight 82, as before mentioned and would operate to disengage the worm gear 32 from the gear segment 24 by means of the arm 84 formed similar to the arm 58 and rigidly attached to the shaft 54.

The means for automatically rotating the disengaging shaft to a disengaged position may be in the form of the counterweight arm 64 which is released by the operator after positioning the coupler or may be in the form of a spring, not shown in the drawing, one end of which would be attached to the car body in some suitable location.

In operation of the device, the operator simply rotates the arm 64 upwardly from its normal downwardly extending vertical position to a horizontal position sufficient to engage the worm gear 32 with the gear segment 24. While the gear is engaged and while still holding the arm 64 substantially horizontal to keep the worm gear 32 and gear segment 24 in mesh, the operator rotates the positioning shaft 34 with his other hand by means of the first handle 38 or the second handle 50 until the desired position of the coupler is obtained. Upon release of the arm 64 the counterweights 66 or 82 will return to their vertical position by gravity and will rotate the engaging shaft to position the arm 58 in the disengaged position as shown in FIG. 3.

By the use of a worm gear 32 and gear segment 24 as described herein, high moving forces may be developed at low speeds thereby allowing the coupler to be easily and accurately positioned by one man without having to work between the cars. Combined with this feature, the new and novel positioning device contains means for automatically disengaging itself when released by the operator under nonnal service conditions without damage to the worm or worm gear segment.

From the foregoing it can be seen that there has been provided a new and novel coupler-positioning device that accomplishes all of the objects hereinbefore stated. However, changes in the structural details and arrangement of parts may be made without departing from the spirit and scope of the invention as expressed in the accompanying claims and the invention is not to be limited to the exact matters shown and described as only the preferred embodiments have been given by way of illustration only.

Having described my invention, I claim:

1. A coupler-positioning device for positioning a railroad coupler shank of the type having a longitudinal centerline and a bottom face, comprising:

a. a gear segment, rigidly attached to the coupler shank so that its centerline is aligned with the longitudinal centerline of the bottom face of the coupler shank, said gear segment having its pitch radius center located at the coupler pivot point;

b. a worm gear, associated with said gear segment and rotatably mounted on the car body, for engagement with said gear segment;

0. means, associated with said worm gear, for rotating said worm gear to thereby position said gear segment and the coupler to a desired position; and

d. means, associated with said rotating means, for disengaging said worm gear from said gear segment after the coupler is positioned thereby allowing the coupler to freely operate during service conditions without damage to said worm gear or gear segment.

2. The coupler-positioning device as described in claim 1 wherein said rotating means comprises a positioning shaft rigidly fixed to said worm gear for rotation thereof, said positioning shaft havin an end extending to one side of the car and having a first andle fixed to the end of said positioning shaft for rotating said worm gear from one side of the car.

3. The coupler-positioning device as described in claim 2 further comprising said positioning shaft having another end extending to the other side of the car and having a second handle fixed to said other end thereby allowing rotation of said worm gear from both sides of the car.

4. The coupler-positioning device as described in claim 2 wherein said disengaging means comprise:

a. a plurality of vertical plates rigidly fastened to the car,

said plates having an elongated slot fonned therein;

b. said positioning shaft being positioned within said slots and carried by the bottom surface of said slots;

c. a disengaging shaft extending to one side of the car and rotatably mounted on said vertical plates; and

d. means associated with said positioning shaft and said disengaging shaft, for moving said positioning shaft and said worm gear to a position of disengagement from said gear segment.

5. The coupler positioning device as described in claim 4 wherein said moving means comprises:

a. an arm, rigidly fastened to said disengaging shaft and as sociated with said positioning shaft for moving said positioning shaft horizontally within said elongated slots; and

b. a third handle, rigidly fastened to one end of said disengaging shaft at the side of the car for use by the operator in engaging and disengaging said worm gear from said gear segment.

6. The coupler-positioning device as described in claim 5 wherein said handle contains means for automatically rotating said disengaging shaft to a disengaged position whenever said handle is released by the operator.

7. The coupler-positioning device as described in claim 6 wherein said handle is manually positioned by the operator to engage said gear and gear segment and is positioned automatically, upon release by the operator, in an approximately vertical position to disengage said gear and gear segment; and said means for automatically turning said disengaging shaft comprises a weight formed on said handle. 

1. A coupler-positioning device for positioning a railroad coupler shank of the type having a longitudinal centerline and a bottom face, comprising: a. a gear segment, rigidly attached to the coupler shank so that its centerline is aligned with the longitudinal centerline of the bottom face of the coupler shank, said gear segment having its pitch radius center located at the coupler pivot point; b. a worm gear, associated with said gear segment and rotatably mounted on the car body, for engagement with said gear segment; c. means, associated with said worm gear, for rotating said worm gear to thereby position said gear segment and the coupler to a desired position; and d. means, associated with said rotating means, for disengaging said worm gear from said gear segment after the coupler is positioned thereby allowing the coupler to freely operate during service conditions without damage to said worm gear or gear segment.
 2. The coupler-positioning device as described in claim 1 wherein said rotating means comprises a positioning shaft rigidly fixed to said worm gear for rotation thereof, said positioning shaft having an end extending to one side of the car and having a first handle fixed to the end of said positioning shaft for rotating said worm gear from one side of the car.
 3. The coupler-positioning device as described in claim 2 further comprising said positioning shaft having another end extending to the other side of the car and having a second handle fixed to said other end thereby allowing rotation of said worm gear from both sides of the car.
 4. The coupler-positioning device as described in claim 2 wherein said disengaging means comprise: a. a plurality of vertical plates rigidly fastened to the car, said plates having an elongated slot formed therein; b. said positioning shaft being positioned within said slots and carried by the bottom surface of said slots; c. a disengaging shaft extending to one side of the car and rotatably mounted on said vertical plates; and d. means associated with said positioning shaft and said disengaging shaft, for moving said positioning shaft and said worm gear to a position of disengagement from said gear segment.
 5. The coupler positioning device as described in claim 4 wherein said moving means comprises: a. an arm, rigidly fastened to said disengaging shaft and associated with said positioning shaft for moving said positioning shaft horizontally within said elongated slots; and b. a third handle, rigidly fastened to one end of said disengaging shaft at the side of the car for use by the operator in engaging and disengaging said worm gear from said gear segment.
 6. The coupler-positioning device as described in claim 5 wherein said handle contains means for automatically rotating said disengaging shaft to a disengaged position whenever said handle is released by the operator.
 7. The coupler-positioning device as described in claim 6 wherein said third handle is manually positioned by the operator to engage said gear and gear segment and is positioned automatically, upon release by the operator, in an approximately vertical position to disengage said gear and gear segment; and said means for automatically turning said disengaging shaft comprises a weight formed on said handle. 